Xelectropneumatic b brake



w warum. ELECTROPNEUMATIG BRAKE. APPLICATION FILED JUNE 5 B918.

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INVENTOR WQHeVM-lmw W. V., TURNER.

ELECTROPNEUMATIC BRAKE.

APPLICATION FILED IuIIE 5. IsIa.

l l 6, Q07., y Patented Sept. 16, 19MB.

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@5 QUICK RELEASE WALTER l?. TURNER, F WLMINSBURG, PENNSYLVANI, ASSIHGNOR TU THE 'WEST- EWGHUSE AIR MMKE COMPANY, CRl-OMTJUN @IF PENNSYLVANIA.

'ELEUTRUPNEUMATIC *t t rnnnsvnvnmn, a'

Application iled .Tune 5, 131e.. Serial No. 23am/9.

.To all whom t may concern:

Be it known that I, WALTER V. TURNER, a citizen ol the United States, residing at Wilkinsburg, in the county'ot Allegheny and State ot Pennsylvania, have invented new and useful improvements inv lllectropneumatic Brakeaota which the followingI is a specicationtfw 'lhis invention relates to electropneumatic brakes, and more particularly to an electropneumatic brake equipment for locomotives.

llt' has heretofore been proposed to pro- `vide a locomotive brake equipment in which the brakes can be applied automatically by the manipulation of an automatic brake valve to edect a reduction in brakepipe pressure, or the brakes can be applied independently on the locomotive by operatingan independent brake valve to eect a direct increase in pressure in the socalled applica tion chamber of a distributing valve device.

With an equipment oi the above character, the independent control ot the brakes on the locomotive therefore has the characteristics oi a direct or straight air brake and while ordinarilyv this would not be objectionable, where there are brake controlling valves located at some distance from each other, as on the larger locomotives, or in double heading, the response to operation of the4 independent brake valve is apt to lack the desired promptness and uniformity of braking action., such as is obtained with the auto matic brake, due to the longer time interval required to transmit lluid pressure variam tions through a straight air or independentv pipe, .where the pipe is of considerable length.

Une object ol my invention is to overcome the above diliiculty, by providing an electroresponsive equipment lor controlling the brakes independently on the locomotive.

Another chie/ct ol my invention is to pro# vide an electro-pneumatic brake device in which a plurality ol electro-responsive devices are so correlated that a large number et braking functions can. be obtained with the use oi a smaller number ot electro-responsive devices.

@ther objects and advantages^ will a pear in the iollowing more detailed description ol the invention. v p n lu the accompanying drawings; Figure l is a diagrammatic sectional view of a locomotive brake equipment embodying my invention; Fig. 2 is a wiring diagram of the circuits for electrically controlling the above equipment; F ig. 3 a sectional view oi the electro-responsive portion of the equipment, showing the parts in quick release position; and lig. l a similar view, showing the parts 1n quick application position.

its shown in the drawings, the equipment may comprise a distributing valve device l, an automatic brake valve 2, an electro-pneumatic valve mechanism 3, and an independent brake switch device l.

lhe distributing valve device 1 may comprise a casing having a piston chamber 5 containing an application piston 6, a valve chamber 7, connected by passage 8 to brake cylinder 9, and containing a release slide valve 10, and a valve chamber 11, connected by passage 12 and pipe 13 to main reservoir lll, and containing an application slide valve 15.

hier controlling the operati-on ofv piston 6 and the valves 10 and 15, by Huid pressure automatically, an equalizing valve device is provided comprising a pistonl() contained in piston chamber 17.v which is connected by passage 18 with an automatic brake pipe 19 and a main slide valve 20 and an auxiliary slide valve 21 contained in valve chamber 22, which is connected by passage 23 with pressure chamber 2t. 4

'll`he electro-pneumatic valve mechanism 3 may comprise electro-responsive devices 25, .26, and 27, and a valve device having a p1ston 28, contained in piston chamber l29` the `fluid pressure in which is controlled by the lll@ operated by a handle 39 andeecured to the valve stem 40 is a contact device 41 for controlling certain electric circuits leading to the independent brake switch 4. The brake valve `device also includes the usual equalizing discharge valve mechanism 42 for controlling the venting of fluid from the brake pipe to efect an application of the brakes.

- and fluid flows from the brake pipe to pisthe valve chambers 36 and 31.

ton chamber 17 of the equalizing valve device. Thence, through groove 45, .the valve chamber 22 and the pressure chamber 24 is charged.-

Fluid from the main reservoir 14 flows through pipe 13 and passage 32, charging Normally the electro-responsive devices '25, 26, and 27 are denergized and with the magnet of the device 27 denergized, the double beat valve is operated so that valve 46 is fseated and valve 47 opened tol admit fluid from main reservoir passage 32 to passage 48, leading to iston chamber 29.

i luid pressures on opposite sides of piston 28 being now balanced, the springv 49 main-` tains the piston 28 at its inner pos1tion.

rllhe denergization of the magnet of device 26 operates the double beat valve thereof, so that valve" 50vis closed and valve 51 is opened to admit fluid from main reservoir passage 32 through passage 52 to piston chamber 34. V i

The Huid pressures on opposite sides of piston 33 are thus equalizcd, so that spring 53 maintains piston 33 at its inner position,

,as shown in Fig. 1 of the drawings.

ln the release position of the equalizing slide valve 20, the piston chamber 5 is connected through passages 54 and 55 and cavity 56 with exhaust passage 57 and aplplication ,chamber 58y is also connected `through passage 59 and cavity 56 with said exhaust passage.

' The exhaust passage 57 is connected through pipe 60, passage 61, and cavity '562,

in slide valve 30, with exhaust port 63, so

that piston chamber 5 being at atmospheric A pressure, the release valve 10 is operated by*` piston 6 to connect valve chamber 7 and the rakel cylinder 9 with exhaust port 64.

Both theautomatic brake valve handle 39 .i andthe independent brake switch handle 44 are normally` maintained in their' running i positions, in which the automatic brake valve operatesV in the usual manner to `maintain the brake pipe pressure at the standard carried in the system and the independent brake switch opens ally circuits, except that supply wire 65, connected to a grounded source of 'current 66 is connected through contacts 67 and 68 with a wire 69 leading to the automatic brake valve.

The independent brake switch is preferabl provided 'with six ositions as follows: Qulck release, slow re ease, running and handle olf, lap, Slow' application, and quick application.

'If it is desired to effect a slow application of the brakes on the locomotive, the independent brake switch is turned to slow application position, in which contacts 67, 70, and-71 connect the supply wire 65 with wires 72 and 73, leading respectively to the electro-responsive devices 27 and 26.

The magnets of the devices 26 and 27 are then energized, so that valve 51 is seated to cut oli the supply of uid'from the-main reservoir to piston chamber 34,l while the valve 50 i's opened to vent fluid from said piston chamber to exhaust port 74. The piston 33 is thereupon operated by fluid pressure in valve chamber 36 so as to shift the valve 35 to connect passage 75, through cavity 76, with passage 77. The energ1zation of the magnet of device 27 operates to close valve 47 and open valve 46, so that fluid is vented from piston chamber 29 to exhaust port 78. Piston 28 then operates Valve 30, so as to blank the exhaust passage 61 from the equalizing slide valve 20 and connect passage 75, through cavity 62, with passage 79, which is supplied with fluid under pressure through pipe 80/ from the reducing Valve device 81, connected to the main reservoir pi e 13.y

Fluid wil vnow be supplied to application piston chamber 5, through passage 79, cavity 62 in slide valve 30, passa e 75, cavity 76 in slide valve 35, passage 7 which is connected, through a restricted portion 82 and pipe 83, with passage and thencethrough passage 54 to piston chamber 5.

Passage 55 being connected in the release position ofl the equalizing slide valve 20, through cavity 56, 'with the application chamber 58 a slow flow of fluid is effected to the application chamber 58 as well as the application piston chamber 5, as determined by the restricted port 82, and application piston 6 then operates to close the exhaust valve 10 and open vthe valve 15 for supplying lluid tothe brake cylinder 9 in the usual manner.

If it is desired to effect an independent quick application of the brakes on the locomotive, the independent brake switch is turned to quick application position, in which the magnet of the electro-responsive device 25 is energized through contact 84 and wire 85, as well as the magnets of devices 26 and 27.

The energization ofthe electro-responsive device 25) operates to open a valve 86, which lill bil

-sured by turning the brake switch to quick release position, ,in which the magnets ol electro-responsive devices and 26 are energized through contacts 88 and 89.

hs shown in llig. 3 ol the drawings, the piston 28 remains in normal position, while piston 33 is operated to shift slide valve 35 so, as to connect passages and 7 7 and valve 86 opens'connnunication through bypass ypassage 87. Fluid under pressurelis thereupon quickly released from the application piston chamber 5 through pipe 83, by-pass passage 87, passage 77, cavity 76 in slide valve 35, passage 75, cavity 62 in slide valve. 30, to exhaust port 63.

The release of fluid under pressure from .piston chamber 5, causes the movement of the application piston 6 to release position, so that the brakes are released. I

lf it is desired to edect the slow releaseV ci the brakes on the locomotive, the independent brakeswitch is turned to slow release position, in which all oi the electroresponsive devices are den'ergized.

v rllhe piston 28 having been shifted to release position by the denergization of the electro-responsive device 27, the cavity 62l in valve 36 connects passage 6l with exhaust port 63, so that Huidis vented from the application piston chamber 5 and the applica tion chamber 58 through the usual exhaust passage 57 of the equalizing valve device.

lin order to provide means for exhausting Huid in'releasing the brakes at a diiferent rate from that obtained inl applying the brakes, an additional by-pass passage may be provided having a restrictedl port 91 which may be adjusted to give the desired additional How. l checkvalve 92 is inter-` posed in this passage'to prevent ow therethrough in applying the brakes.

lin applying the brakes, if it is desired to hold the brakes applied at a given pessure, when such pressure has been obtained, the brakeswitch may be turned to lap position,

in which the electro-responsive devices 25- and 26 are denergized, while the device 27 remains energized.

The denergization of electro-responsive device 26 operates the double beatvalve so as to close the valve50 and open valve 51.

Fluid from the main reservoir is then supplied to piston chamber 34, so that piston 33 is shitted tov its inner position, cutting- 0d connection between passages 75 and 7 7. p lt said to control the application and release ot the brakes, the electro-responsive device 26, the holding oi the brakes applied or partially released at a given pressure, and the electro-responsive device 25, the quidk a'pplication. and release oi the brakes.

lt will thus be seen that with three electro-responsive devices, sin braking positions are provided, namely, quick release, slow release, running, lap, slow application, and quick application.

ln order that the brakes on the locomotive may beheld applied when the automatic brake valve is moved to release position to release the train brakes, or when the automatic brake valve is moved to holding position, contacts are provided in said brake valve for connecting the current supply to theelectro--responsive device 27` in said posicut od trom the exhaust port 63 by the movement oli the piston 28 and the slide 'lli lill

lib

hill

tions, so that the exhaust passage 57 will beff'iil valve' 30, and thus the, release ol' the locon motive brakes prevented, when the canalla4 .ing piston i6 is shifted to release position by the *increase in brake pipe pressure occasioned in shitting the automatic brake valve to release or holding positions.

l'laving now described my invention, what l claim as new and desire to secure by Letters Patent, is: f l. 'l`he combination with an automatic fluid pressure brakeon the locomotive, oi electro-responsive devices for controlling the brakes onthe locomotive independently of the train" brakes and ani independent brake switch ior controlling said electroresponsive devices.

2. The combination with-"a brake valve and a valve device adapted to be controlled by said brake valve, tor controlling the brakes on the locomotive, of electro-responsive devices for independently controlling the brakes on the locomotive, and an independent brake switch for controlling said electro-responsive devices.

3. The combination with an automatic .fluid pressure'brake system for controlling lcircuits ot said electro-responsive devices.

t. The combination with an e1ectro-re- 'sponsive device for ycontrolling the supply and exhaust of fluid under pressure for ef' fecting the control of the brakes, of an electro-responsive device adapted to close communication through which said supply and exhaust of fiuid under pressure is effected. 5. The combination with an electro-responsive'device for controlling the supply and exhaust of uid under pressure for effecting the control of the brakes,- of an electro-responsive device for normally establishing communication through which said supply and exhaust of iuid under pressure is eiiected and operative to close said communication.

6. The combination with a valve device operated by variationsin pressure in an applicationv chamber for controlling the brakes, of an electro-responsive device for controlling the supply and release of fluid under pressure to and from said chamber and an electro-responsive device yoperative to ei'eci; the closure of communication through which duid is supplied and released.

7. The combination with an electro-re,- sponsive device for supplying duid through a restricted port for eecting an application of the brakes, of an electro-responsive device for opening a. y-pass passage around said restricted port.

8.. The combination with an electro-responsive devicefor supplying iiuid through a restricted port to efdect an application of the brakes, of an electro-responsive -deviceadapted to be operated for closing connection through which fluid is supplied, and an electro-responsive device for controlling a by-pass passage around said restricted port.

9. The combination with an electro-responsive device for supplying and releasing Huid through a restricted port for edecting the application and release of the brakes, of an electro-responsive device adapted to be operated for opening a by-pass passage around said restricted port.

10. The combination with` a brake (fire and an equalizing valve device operate by variations 4in brake pipe pressure for controlling the application and release of the brakes, of an electro-responsive device for controlling the exhaust from the equalizing valve device, an independent brake switch for controlling the circuitl of said electro-responsive device, and an automatic brake valve for effectingvariations in brake pipe pressure and adapted to also vcontrol the circuit of said electro-responsive device.

11. The combination with a brake plpe vand an equalizing device, operated by variadistributing valve device for controlling the locomotive brakes, and an automatic brake valve for varying the brake pipe pressure to control the train brakes and for controlling the action of said distributing valve device, ofy an electro-pneumatic valve mechanism for also controlling said distributing valve device and an independent brake switch for controlling said electro-pneumatic valve mechanism.

13. A combined automatic andV independent brake apparatus comprising'ineans on the locomotive and train 'for controlling `the brakes automatically,- an automatic brake valve for controlling said means, an electropneumatic-valve mechanism for controlling the brakes on the locomotive independently of the brakes on the train, and an independengt brake switch for controlling said electro-pneumatic valve mechanism.

le. A. combined automatic and independent brake a paratus, corn rising brake pipe, a distri uting valve evice having an application valve device operated by an increase in pressure in an application chamber for supplying fluid to the locomotive brake cylinder, and an equalizing 'valve device operated upon a reduction in brake pipe pressure for supplying fluid to said apphcation chamber for applying the brakes on the locomotive independently of the brakes on the train.' y

In testimony whereof I have hereunto set' m hand.

y WALTER V. 

